Railway traffic controlling apparatus



Feb. 16, 1932. R. A. M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed April 22', 1951 INVENTOR Q\N\ Q S mm mm mm; NM Amy kw 1mm WM WQK Q Q an R-A. 4. (L /1 BY #6 IATTORNEY'.

Patented Feb. 16, 1932 omen TA RONALD A. MCCANN, orswrssvAtn, rENNsYtvANrA, AssIeNoR To T EUNioN swiron & SIGNAL coMrANY, or sw'rssvALn, PENNSYLVANIA, A coaron 'rIoN OF-PENN- sYLvANIA Application filed April 22,

My invention relates to railway traflic control ing apparatus, and :particularly'to apparatus of the type involving a railway switch, a manually operable'lever for the control of the switch, and indication apparatus controlled by the switch for governing the o1 eration of the lever.

I will describe two forms ofrailway trafiic controlling apparatus embodying my invei1-;

1 tion, and will then point'out the novel features thereof in claims. i i

In the accompanying drawings, Fig. l is a diagrammatic view illustrating one'torm of railway trafiic controlling apparatus embodying my invention. Fig. 2 is a view showing a modified form of a portion of the ap- Jaratus illustrated in F16. 1 and also em- I Referring first to Fig. 1, the reference character A deslgnates a railway switch which is operated by a switch mechanism E." Ashere shown, the switch mechanism E; is of the direct-acting electropneumatic typeprovided with a normal magnetG, and a reverse magnet Q, but this particular form of switch mechanism is'not-essential to my invention. The structure ofthe switchmechan'ism E forms no part of my present inven-" tion, and for purposes of the present-dis closure, it is sufiicient to say'that theswitch will be moved to its normal or its reverseposition according as the normal magnet. G or the reverse magnet Q is energized. One form of switch mechanism which will operate in the manner set forth is shown and described in Letters Patent of the United States No. 1,392,737, granted to C. R. Beall on October 4:, 1921. s

. T he mechanism E is controlled by a manually operable lever L, which may be one of a number of similar'levers in an interlock- 'ng machine located at a point remote from he switch, such for example, as in an inter-- ng a, plurality of diflerent positions, indicated by broken lines in the drawings, and designated by the reference characters N, 'B, D and B, respectively. Associated with lever L are a plurality of contacts 1, 2, 3, 4, 5 and 6, adjacent each of which is a letter or ccliing cabin. Lever L is capable, of assum RAILWAY TRArFIo coN'r aoL LrNG ArrAnArUs 1931. Serial No. 532,025.

ilarly, contact 2 is closed when lever L' is'in ts D position, lts R posltlon, or any position intermedlate these two.

TB TENT IC E Attached to .thelever L is a locking segment- 7 which cooperates'with a. latch 8 operatedbya lockrma-gnet 9'. As shown in the drawings, the lever'is inits N position. If the operator attempts to move the lever to ward 'its'R position, a projection 7 on the underside of segment 7 will engage the latch Sand prevent movement of the lever to its '1) position unless the lockinagnet 9 is deenergi zed If the magnet is deenergizedto permit the projection 7 a to pass thelatch, the magnet 'must be subsequently energized to lift the latch out of engagement with the shoulder 7 b to permit thelever'to move to its full reverse position. In similar manner,

when the lever is moved from the Rto its N position, the lock magnet 9 mustbe deenergizedto permit the projection 7 to pass the latch 8' to allow the lever to assume its B position, and mustagain bev energized to permit the shoulder 7 to passthe latch 8' to allow thelever to move to its normal position. ,Thelock magnet 9 is controlled in part by the usual polarized indication relay K which, aslhere shown, is supplied with energy; from a pair of wires or bus bars 10and 11 over a pole-changer P operated by switch A. The bus bars 10 and 11 may be supplied with current from any suitable source. As here shown, the bus bars are connectedwith the secondary 26 of a transformer T through a full wave rectifier F of the-well-known copper oxide variety." The primary 270i transformer T is constantly supplied with alternating current from the 7' terminals X and Yet a suitable source not shown in the drawing. The parts are so arranged that when;9a

mal contact 1212?of relay K, wire 16, contact 5 of lever L, wires 17 and 18, winding of magnet 9, and wire 19 to bus bar 11. Lock magnet .9 is also orovided with a circuit which passes from bus bar 10, through wire 13, front contact 14 of relay K, wire 15, re-

verse contact 12-12 of relay K, wire 20,

contact 6 of lever L, wire 18, winding of magnet 9, and wire 19 to bus bar 11. It will be, apparent, therefore, that magnet 9 will be energizedwhenlever L is in its B position provided relay K is energized in its normal direction,- or when lever L is in its D position provided relay K is energized in its reverse direction.

The normal iagnet G of mechanism E is provided witha circuit which may be traced from bus bar 10 through wires 21 and i 22, contact 1 of lever L in any position between N and B, both inclusive, line wire 23, winding of magnet G, and common line wire 24 to bus bar 11. When this circuit is closed, normal magnetG is energized, and the switch is moved to its normal position in which it is illustrated in the drawings. The reverse magnet Q, of mechanism E is likewise provided with a circuit which may be traced from bus bar 10 through wire 21, contact 2 of lever L in any position between D and R, both inclusive, line wire 25 winding of magnet Q, and common line wire 24 to bus bar 11.

When this circuit is closed, reverse magnet Q is energized, and the switch A is moved to its reverse position. 7

The apparatus thus far described is all well known, and its operation is as follows: Assuming that the parts are in the positions in which they are illustrated in the drawings, if the operator wishes to move switch A from its normal position to its reverse position, he moves lever L from its N position toward its R position. 7 During this movement when the leverreaches its B position, contact 5 becomes closed, and completes the circuit previously traced for lock magnet 9 including this contact, so that look magnet 9 becomes energized; but, as soon as the lever passes its B position, contact 5 opens and interrupts the circuit for magnet 9, so that magnet 9 again becomes deenergized, thus permitting the projection 7 on the locking segment 7 to pass the latch 8 under these conditions. Furthermore, as soon as the lever passes its B position, contact 1 becomes opened and interrupts the circuit previously traced for magnet G, so that'magnet G becomes deenergized. When the lever reaches its D position, further movement of the lever is prevented by engagement of the latch 8 with the shoulder 7 In this position of the lever,

however, contact 2 is closed, and the circuit operates to move switch A from its normal to its reverse position. As soon as switch A starts to move, the circuit which was previously closed for relay K becomes opened at pole changer P. Relay K therefore becomes deenergized and subsequently remains deenergized until the switch reaches its, full reverse position, at which time, thesubsequent reversal of pole changer P causes relay K to become energized in its reverse direction. When relay K becomes energized in its reverse direction, it'opens its normal contact 1212 and closes its reverse contact 1212 Since contact 6 of lever L is then closed the closing of reverse contact 1212 of relay K completes the circuit previously traced for lock magnet 9, and magnet 9 therefore becomes energized. This lifts the latch 8, so that the movement of the lever to its full reverse position can now be completed. When this has been done, contact 6 becomes opened and lock magnet 9 againbecomes deenergized.

When the switch occupies its reverse position andit is desired to restore the switch to its normal position, the operator moves lever L from its R position toward its N position.

The operation of the apparatus during this movement is substantially the reverse of that just described, and will be readily understood from an inspection of the drawings without describing it in detail.

Associated with the apparatus thus far described is indication apparatus embodying my invention, which indication apparatus, I will now describe.

As here shown, this indication apparatus comprisesa suitable indication device, illustrated for convenience as a lever light 34, which light is controlled by the lever L, by the indication relay K, and-by a power-oil relay C, As here shown, lever light 34 is provided with a circuit which is closed only when relay C is energized, when relay K is dcenergizecl, and when contact 4 of lever L is closed, this circuit passing from bus bar 10 through wire 35, front contact 36 of relay C, Wire 37, filament of lever light 34, wires 38 and 39, back contact 40 of relay K, wire 41, contact '4 of lever L, and wires 42 and 43 to bus bar 11. Lever light 34 is also provided with another circuit which is closed only when relay O is energized, when relay K is deenergized, and when contact 3 of lever L is closed. This latter circuit passes from bus bar 10 through wire .35, front contact 36 of relay G, wire 37, lever light 84, wires 38 and 44, back contact 45 of relay K, wire. 46. contact 3 oflever L, and wires 47 and 43 to bus bar 11. When either of these circuits for menses.

lever light 34 isclosed, lever light 34 becomes illuminated. l

Power-oft relay C is provided with a pickup circuit which is closed when and only when relay K is energized, and which passes from bus bar through wires 26 and 48, front contact 27 of relay K, wires 28 and 29, winding of relay C, and wire 30-to bus bar 11. Power-off relay C is also provided with r; a stick circuit whichis closedwhen'relay C is energized, and which'passes frombus bar 10 through wires 26. and 31, front contact 32 of relay C, wires 33 and 29, windingof relay C, and wire 30 to bus barll- It will be apparent, therefore,'that relay C will normally be energized, but that, in the event of a power failure, that is tosay, in the event of an interruption in the supply of current to bus bars 10 and llfor any reason, this relay will become deenergized, and will subsequently remain deenergized until after relay K'has again become energized and-closed its front contacts. a

l Vith the indication apparatus constructed in this'manner,it will be apparent that when relay K'becomes deenergized and closes its back contacts due to operation of switch A, one or the other ofthe circuits previously traced for lever light 34 will become closed,

' and this light will therefore become illumi nated. If,- however, relay K'becomes deenergized due to a power failure,'power-off.relay C will then also becomedeenergized and will interrupt both circuits previously traced for lever light 34, so thatwhen' the power is subsequently restored, level light 34 will remain deenergized in spite of the fact that the back contacts of relay Kare-then closed for a brief interval of time.

With the indication apparatus constructed in the manner just described, the lever light 7 34 is supplied with energy from the same source which suppliesenergy to the indication relay K and the power-off relay (1. If

- desired, however, the lever light 34 may be wave rectifier F as illustrated in Fig. 2. -Referring to Fig. 2, as here shown, the primary 27 of transformer T is constantly connected with the terminals X and Y of a suitable source of alternating current not shown in the drawings, and the secondary 26 of transformer T is constantly connected with the input terminals of rectifier F The output terminals of rectifier F in turn, are connected with wires 43 and 35", which wires cor-' respond to the wires'43 and 35, respectively,

shown in'Fig. 1, and are intended to be connectedin the circuits previously traced for the lever light 34 in place of the wires 43 and 35. The" rectifier F may be similarto the rectifierF previously described in connection with Fig. 1, 1 i r I When indication relay K and power oif relay C are; supplied withenergy fromthe bus bars 10 and 11, as shown in Fig. 1, and the lever light 34 is supplied with energy from he transformer '1 as shown in Fig. 2, the lever" ligl'rtv will become illuminated in the manner previously described when relay K becomes" deenergized due to operation of switchiA, but will remain unilluminated when this relaybecomes energized due to an interruption'inthe supply of power to the bus bars'10 and lleven though transformer T is I then energized.

- Apparatus embodying my invent on is par ticularly suitable for, although in no way limited to, use'in interlocking plants inwhich a large number of switch levers, similar tofthe lever L are each provided with an indication device which is controlled by a back contact of the indication relay associated with they switch controlled by such lever in the'same manner as leverlight' 34 is controlled by-1ndicatiomr'elay K, and which it is desired to supp'ly'all of the indication devices with direct current from a source of alternating curr'ent'throu-gha rectifier. In plants of this type, only a few'of the switches are operated at a time, so that normally only a few of the indication relays will'b-e deenergized at one time; It follows, therefore, that normally only a few of the indication devices will'be energized,- and the load on the rectitier due to the indication devices will therefore normally be small. In the event of a power failure,"however, all of the lndlcation relays'will become deenerglzed, and unless means are provided for disconnecting andopen their back contacts, and the load I on the'rectifier due to the indication devices will therefore be many times the normal load. This abnormal load on the rectifier due to the indicationdevices is undesirable, because the rectifier, in order to carry this abnormal load without excessive voltage drop, has to have "a considerably larger capacity than would be necessaryif the rectifier were only required to carrythe normal load due to the indication devices. In accordance with my invention, th'is'abnormal-load on the rectifier due to the indication devices may be prevent ed by providing the interlocking plant with by one or more'of the indication relays in .a single power-off relay which is controlled 1 dication devices will become deenergized due to the power failure. As a result, the load on the rectifier due to the indication devices will never exceed the normal load, and it follows that the capacity .of therectifier, in so far as the indication devices are concerned,

. need be only large enough to carry the normal load on the rectifier due to the indication devices.

invention;

Although I have herein shown and described only two forms of railway traffic controlling apparatus embodying my inven-.

tion, it is understood thatvarious changes and modifications may be, made therein within the scopeof the appended claims without departing from the spirit and scope of my Having thus described my invention, what I claim is: r

1. In combination, a first relay, control means for at times energizing said first r elay, a second relay, a pick-up circuit for said second relay including a front contact of saidfirst relay, a stick circuit for said second relay including its own front contact, an indication device, and a circuit for said indication device including a back contact of said first relay and a front contact of said second relay.

2. In combination, a source of current, a first relay, control means for at times supplying current-from said source to said first relay, a second relay, means including a front contact of said first relay for at times supplying current from said source to said sec- 'means arranged to be energized when said relay is deenergized, and means operating upon a failure of said source to prevent energization of said indication means'in spite of deenergization of such relay.

l. In combination, a first source of current, a relay at times supplied with current from said first source, means for at times disconnecting said relay from said source, an indication device, means effective when said relay is deenergized for connecting said indi cation device with a second source of c rrent, and means operating upon a failure of said first source to prevent energization of said indication device in spite of deenergization of such relay.

5. In combination, a source of current, a relay, control means for at times supplying current from said source to said relay, indication means. normally actuated when said re lay is deenergized, and means operating when said relay is connected with said source but deenergized to prevent actuation of said indication means.

6. Inv combination, a source of current, a relay at times supplied with current from said source, means for at times disconnecting said relay from said source, an indication device, means normally effective when said relay is deenergized for connecting said indication device with said source, and means operating upon a failure of said source to prevent said indication device from becoming connected with said source in spite of deenergizetion of said relay;

7. In combination, a source of current, a relay, control means. for at times supplying said relay with current from said source to energize said relay, an indication device, and means for connecting said indication device with said source when said relay becomes deenergized due to operation of said control meansbut not when said relay becomes deenergized due to a failure of said source.

8. In combination, a railway traific governingcevice, control means for said trafiic governing device, a source of current, an indication relay which is normally connected with said source, means controlled by said traflic governing device for at times disconnecting said indication relay from said source, indication means'normally arranged to be operated when said indication relay is disconnected from said source, and means operating when said indication relay is connected with said source but deenergized to prevent operation of said indication means.

source, means controlled by said indication relay for governing the operation of said lever, a power-off relay, means for supplying said power-off relay wlth current from said source in such manner that said power-off relay is normally energized but that in the event of a failure of said source said poweroff relay will become deenergized and will. subsequently remain deenergized until after said first relay has againbeen supplied with curren from said source, and a device for indicating the condition of said indication relay controlled by said two relays and by said lever. V i

10. in combination, a railway traffic governing device, operating mechanism for said device, a manually operable lever for controlling said mechanism, an indication relay, a source of current, means controlled by said traffic governing device for supplying said indication relay with current from said source, means controlled by said indication delay for governing the operation of said lever, a power-oil relay, means for supplying said power-off relay with current from said source in such manner that said power-0E relay is normally energized but that in the event of a failure of saidsource said powerofl relay will become deenergized and will subsequently remain deenergized until after said first relay has again been supplied with current from said source, a device for indieating the condition of said indication'relay, and means for'supplying said device with current from said source controlled by said power-off relay and by said indication relay.

11. In combination, a railway traffic governing device, operating mechanism for said device, a manually operable lever for controlling said mechanism, and indication relay, a source of current, means controlled by said traffic governing device for supplying said indication relay with current from said source, means controlled by said indication relay for governing the operation of said lever, a power-off relay, means for supplying said power-01f relay with current fromsaid 1 source in such manner that said power-off relay is normally energized but that in the event of a failure of said source said poweroff relay will become deenergized and will subsequently remain deenergized until after said first relay has again been supplied with current from said source, a device for indicating the condition of said indication relay, and means for supplying said device with current from said source when and only when said indication relay is deenergized and said power-off relay is energized.

12. In combination, a railway traflic governing device, operating mechanism for said device, a manually operable lever for controlling said mechanism, an indication relay, a source of current, means controlled by said traflic governing device for supplying said indication relay with current from said source, means controlled by sa1d mdicatlon relay for governing the operation of said device, a manually operable lever'for control ling said mechanism, an indication relayfa source of current, means controlled by said traflic governing device for supplying said indication relay with current from said source, means controlledby said indication relay for governing the operation of said lever, a power-01f relay, means for supplying said poweroff relay with currentfrom said source in suchmanner that said power-oif relay isnormally energized but that in the event of-a failure of said source said power-off V relay will become deenergized and will sub-.

' sequently remain deenergized until aftersaid first relay has again been supplied withcurrent from said source, a device for indicating the condition of said indication relay, and a circuit for said device controlled in part by said lever and including a back contact. of said indication relay and a front contact of said power-off relay.

whereof I afiix my signature.

In testimony RONALD MoCANN. 

